Hoisting-engine control



v w. J. LILLY.

HOISTING ENGINE CONTROL.

APPLICATION FILED MAY '6' l ll. 1 3 1 4:, 675 Patented Sept. 2, 1919.

5 SHEETS-SHEET1- luv 5mm Lad/ A TTQHWEVS J. LILLY. HOISTING ENGINECONTROL.

APPLICATION FILED MAY 16- I917.

Patented Sept. 2, 1919.

5 SHEETS-SHEET 2.

MWENTOR v/LL A rronusrs W. J. |.|LLY- HOIS TING ENGINE comm. APPLICATIONFILED MAY 16' 1917. 1,314,675. Patented Sept-2, 1919;

5 $HEETSSHEET 3.

WITNESSES mi k/v ran MM Paw 3.211% B) A TTORNEYS W. J. LILLY.

HOISTING ENGINE CONTROL.

APPLICATION FILED mvls. m2.

v 1,314,675. Paten'tedSept. 2,1919.

5 SHEETS-SHEET 4- 01% L hit/.4121 M M 4 TTORNEYS WITNESSES a p" W. J.LILLY.

HOISTINGENGINE CONTROL. APPLICATION FILED MAYIB. 1911.

\w I Z Patented Sept. 2, 1919.

5 SHEETS-SHEET 5.

WITNESSES A TTORNEYS UNITED STATES PATENT OFFICE.

WILLIAM JAMES LILLY, BUTTE, MONTANA.

I-IOISTING-ENGINE CONTROL.

- which the following is a full, clear, and eX act description.

My invention relates to the control of hoisting engines and partsassociated there with, my purpose being to prevent overspeeding of thehoisting mechanism carrying the skip or cage, also the prevention ofhoisting the cage beyond a predetermined point at the top, or loweringit into the sump at the bottom.

More particularly stated, my invention comprehends improved mechanism,controllable by the speed of the hoisting mechanism, for shutting offthe power of the hoistmg engine and for applying the brake mechanism.

' My invention further comprehends mechanism, controllable partly by thespeed of the hoisting mechanism and partly by the relative positionsassumed by various movable parts for stopping the hoisting engine andapplying the brake mechanism in the event that the operator fails tocheck the speed of the hoisting mechanism when the skip or cage reachesthe proximate end of its trip either upward or downward.

Reference is made to the accompanying drawings forming a part of thisspecification, and in which like letters indicate like parts.

Figure 1 is a side view, partly in elevation and partly diagrammatic,showing my device used in connection with a hoisting engine and brakemechanism associated therewith;

Figs. 2 and 3 are respectively front and rear views of the mechanism forthrowing the tripping device into action when the hoisting engine isoverspeeding or overwinding; also for giving the alarm when the engineis beginning to overspeed or overwind, and for giving the engineer thesignal when the cage or skip is nearing the landing on the surface or atthe bottom of the shaft; also for regulating the speed of the brakecontrol mechanism;

Fig. 4 is a detail view, in side elevation, of Fig. 2;

Fig. 5 is a detail view of the electrical make and break device;

Specification of Letters Patent.

Patented Sept. 2, 1919.

Application filed May 16, 1917. Serial No. 169,150.

Fig. 6 is a sectional view on the line 66, Fig. 2;

Fig. 7 IS a perspective view of the tripping mechanism for operating thethrottle and brake;

Fig. 8 is an elevation of the mechanism for producing instant action onthe brakes and throttle of hoist in case the cages or skips are carriedbeyond the limits of safety at the top of head frame; and

Fig. 9 is a detail view of part of the tripping mechanism.

The hoisting engine cylinder is shown at 4, the throttle valve at 5, thethrottle mechanism at 6, and the throttle shaft at 7. Mounted rigidlyupon this throttle shaft is an arm 8. An actuating bar 9 is provided atone of its ends with a link 10, the latter fitting slidably upon a pin11 carried by "the arm 8. lVhen the actuating bar 9 is moved obliquelydownward in the general direction of its length, the throttle mechanismis actuated and the engine is stopped.

Various parts of the engine are shown at 12, and at 13 is a connectingrod for actuating the throttle mechanism independently of the actuatingbar 9. A lever 14 is disposed adjacent a platform 15, serving as theengineers stand, and the lever 14 is connected with the rod 13.

The brake drum, forming a part of the hoisting mechanism, is shown at16. The brake shoes appear at 17, and connected with them are brakelevers 18. The brake shoes are supported upon rocking arms 19, havingthe usual or any preferred form. Connected with the brake levers 18 arerods 20, which are also connected to a lever 21 which is journaled upona pedestal 22. Pivotally connected to the lever 21 is connecting rod 23.The latter being also connected by a pivot 24 with the sliding head of abrake engine 25. This brake engine may be substantially of the usual orany desired construction.

The brake drum 1G is provided with gearing 26, the latter beingconnected with a revoluble shaft 27, this shaft being connected bygearing 28 with a countershaft 29, commonly used for operating theengine indieathe control mechanism.

"on' the shaft ea'rig.

2, is mounted a worm 33, meshing with a worm wheel 35 on the shaft 44that carries and revolves a disk 45 in a clockwise and contra-clockw sedirection in unison with the hoisting drum on the engine. Mounted alsoupon the shaft 29 is a-gear 36, which meshes with 'a pinion -37 which ismounted on the shaft 37 on the other end of which isa gear 38, thatmeshes with a gear 39 which revolves; the'fiy balls 40 of the governoron the top of stand;42. The governor ball arms engage at 40 the upperendof a sliding rod 41, adapted to play vertically. The bottom of the rod41 rests in a step bearing 41 on the upper end of a rod 41*, whichslides up and down vertically in proportion tothe rising and lowering ofthe fiyballs 40 of thegovernor.

56, which carries contacts 52and 53, which The step bearing. 41 isrecessed at 41 to accommodate the end of a lever 57 which is mountedrigidly on ashaft 55 said lever 57 having at its extremity a weight 57An oil dash pot 57 t is supported by means of a bracket 57 which isadjustably atincreasesthe range of operation of the governor, producingquicker action on starting a load. by means of the spring assisting inthe raising of the weight 57 and increasing the range of action ofgovernor when slowing down the engine by retarding the dropping ofweight.

- On'the shaft 55 is also mounted an arm are mounted on springs 52 and53*, which are secured to the arm 56 by means of a 7 bolt 52 An arm isloosely mounted on a pin 54, and on the side of the arm is attached aroller 49, and on the end of the arm is a contact 51.

Electric wires 51, 52 and 53 are con nected to the contacts 51, 52 and53, respectively. These wires are extended to connect with the bell 67,battery 68 and coil 69, as

' shown in Fig. 1.

On the inside face of disk 45 is adjustably mounted a cam 58'. On theoutside face of the diskare slidably mounted cams 46 and 46* by means ofbolts 47 and 47 which are slidable in the groove 48. Pivotally mountedon one of the bearing boxes 34 for the shaft 29, by means of pin 59, isa bell crank lever 59, one end 59* of which is so positioned that itis'in line with the path of travel ofthe cam 58, while onthe other endis pivoted I at 59 a lever 60, which has its upper end connected withthe arm 50 by means of a connecting rod 63. Thelower end ofithe ns14p75positioned in the path of travel of acam 62,- which is attached to thehub of the gear 36 by means of a screw 66.. A spring .61 is connectedwith the lever 60 and the'lever 59 tive to eachother;

' lever 60 has abevel projection 60 which is.

so as to keep them in correct positionrela:

The shaft. 44, which extends entirelythrough stand 42, has mounted uponitlthe 7 disk 45, theworm wheel 35 and the disk 43.

-Mounted sl-idably on the face of the disk 43 are spaced cams 77 and 77which are-used. ,for the purpose of operating brake lever f {stop 81,Fig. 7. On the rim of the disk 43 is a trip 7 0, which is secured to therim of .ldisk by means of the screw 7 0 and is so positioned that whenthe skip or cage isat a predetermined distance from the top land-:

. ing the circuit between the-wires74 and 7 5-,; i

i is closed by means of the trip; 7 0 coming in' contact with the pin 71and forcing the "spring 72 in contact with 73, which causes 1the bell 67to ring tonotify the engineer for slowing down the engine for the top.landing.

Fig. 7 representsthe weight and tripping mechanism for operating thethrottle and the brakes of hoist. Mounted rigidly upon the shaft 93 isan arm 104, and thisarm car .ries a weight 101 i for turning the shaft93. The arm 104 is connected with a dash pot 102, for preventing undulyrapid or jerky movement of the arms and valves. On

' one end of the shaft 93 issecurely mounted 1 an arm 108, to which isconnected the rod 9 for operating the throttle valve, and on the otherend are arms 82 and 83 for operating the brake engine mechanism. 7 .The.arm 82 isloosely mounted on the shaft: and issup;

- ported by a projection 83 on the lever 83,

.. Mounted on thelever 82 is a rod 84 vha'ving lever 82 and a lug 33" onthe lever 83, for

the purpose of operating the brake engine valve. Near the end of thelever 82 is coni05 which is rigidly mounted on the shaft 93. I

a spring 84 for giving tension between the nected a rod 86 by means ofapin 86, and

at the top of the rod 86 a' loop is provided for the purpose ofpermitting freemov'ement of the arm 91 when the engineer is operating.the brake.

p A latch 88 is con-' nected to the upper part of the loop for the Ipurpose of latching the pin .90 when the weight 101 is released and theloop pulls down on the pin 90, thus preventing the. pin from .beingjerked beyond the point deter mined for the proper operation of thebrake. A rod 92 is connected to the latch SSEand extends through theprojection 83 having a spring 87 and nuts at the bottom for the adjjustment of the latch 88. on the end ofthe arm .82 is a projection 82which extends 1 downward for the purpose of resting on stop 81.. Theshaft 93 is alsoprovided with a spring 105, which may used for thepurapin 100.

pose of producing tension to the shaft in place of the weight 101, ormay be used in connection with theweight for increasing the tension whendesired. The weight 101 is supported by means of a lever 100, which ispivoted to the standard 99 by means of At the other end of the lever 100is a lug 100 which projects underneath a lever 98, and in turn is heldin place by means of a latch 97. Connected to the latch near its upperend is a link 96, to which is connected the end of lever 95.

The lower end of this bell crank lever is placed in line with theplunger 94 of an electric coil 69, which is designed for the purpose oftrip ping the latch 97 when the control mechanism is brought into actionfor stopping the engine.

Fig. 8 represents a supplementary device which may be placed on the headframe, directly under the sheaves, for the purpose of shutting thethrottle and applying the hoisting without load, may be greater than thespace between the top of cage and the sheave. This supplementary deviceconsists of bell-crank levers 111, rod 114 for connecting from the bellcrank lever; to cross bar 117 at thetop, under which is a spring forholding the bell crank levers 111 in position.

On one end of the cross bar is a contact 119, while on the other end isa guide rod 115 for keepingbar in. line. Underneath the .contact 119 isan adjustable contact .120, having a spring 118 for keeping contact inproper position.

The operation of my device is as follows: The parts being assembled andarranged I as described, the engineer starts up the hoisting engine toraise or lower the load, consisting, say, of askip or cage. If the loadis to be hoisted, the movement of the revoluble parts is such that thedisk 45 turns in a contra-clockwise direction, and when the en me isoperated at normal speed, the speec of the governor forces the stem 41downward, which,.by means of lever 57, shaft 55 and arm 56, brings thecontact 52 down inclose proximityto the contact 51. In case the engineincreases 1 speed beyond the normal speed, the rising of the governorballs brings the contacts52 and 51 together, thus closing circuitbetween the electric wires 51 and 52, which causes the bell 67, in Fig.1,.to ring the alarm for overspeeding, thus giving the engineer anopportunity for reducing the speed of engine to normal. In case,however, the engine is allowed to slightly increase its speed afterringing the alarm, the increased speed of the governor forces thecontact 53 down against the top of the contact 52, which closes circuitbetween electric wires 53 and 51, and connect with the battery 68 andelectric coil 69 shown in Fig. 1, thus causing the plunger 94 to strikethe lever 95, which'in turn, by means of toggle action of lever 95 andlink 96, forces the latch 97 from the end of the lever 98 and therebyreleases the lever 100 and permits the weight 101 to drop. When theweightv drops, the throttle valve is instantly closed by means of thearm 108 and rod 9. The dropping of weight also forces the lever 82downward, by means of the set screw 85 and spring 84, until the lug 82rests on the top.

of the stop 81, which by means of the rod 86 and loop 89 pulls down onthe pin 90, which sets the brake of the hoisting engine and stops theengine. lrVhen the loop 89 comes in contact with the pin 90, the latch88 is in position to be thrust underneath the pin 90, which isaccomplished by the lever end 82" coming in contact with the stop 81,when lever support 83 continues its dowward course until the set screw85 rests on the top of the lever 82, which action throws the latch 88under the pin to prevent it being carried too far by the momentum of thedownward stroke. In ordinary performances of hoisting, when the cageorskip is within a certain predetermined distance from the top landing,the cam 70, in Fig. 3, comes in contact with 71, which closes thecircuit between electric wires 74 and 75, and causes-bell 67, in Fig. 1,to ring, thus notifying the engineer when it is time to slow down theengine. In case the engineer fails to reduce the speed of engine, thecam 46, in Fig. 2, which is secured to the rim of the disk 45, travelsunder the roller 49, and carries contact 51 upward until it closes thecircuit between contacts 51 and 52, causing the bell 67 to ring thealarm for the engineer to slow down the engine. In case the engineerdoes not immediately respond, a contact is made between 52 and 53, whichcloses the circuit between electric wires 51 and53 and instantlyreleases the weight 101 by means of the coil 69, which closes throttlevalve and sets the brake.

In case the engineer slows down the speed of the engine on approachingthe top landing, then as the cam 46 passes under the roller 49, whichraises the contact 51, the slowing down of the governor graduallydrawsthe contact 52 upward away from the contact 51 so that the controlis not called into service to sto the hoist in the slowing down processif t e work is properly done by the engineer. If, however, the engineerfails to perform the process of slowing down the engine and stopping atthe landing in proper manner, the cam 46 continues to raise the contact51 until it strikes 52, which closes circuit and rings the alarm, and in,130

throttle is closed and the stopstheengineJ ward inthe path'oftravel ofthe tri adjustedthat when thecage is hoisted to the point of landlng,the trip 1s'1n close case the engineer does not immediately respond, thecircuit between 52 and" 53 is closed and the weight 101'is instantlyf released by means of the coil 69, and the brake set, which 4 l/Vhen'thecage, is within 'a shortfdistance of the top landing, the cam 58,whichis attached to the rear of rim of the disk 45, comes in contact withprojection59 -on' the lever 59, which carries the projection 60*forproximity to the projection 60 In case the cage is carried a fewinches beyond the predetermined limit of travel, or in case' the en- Tgineer fails to reverse the engine after making a landing and moves theengine 1n the j '20" wrong direction, the cam 62 on accountof'itshighspeed, instantly strikes the projection 60 on the lever 60, whichispivotedfat' 59, and by means of'the connecting rod 63 and leverj64,instantly closes the circuit between the contacts 51, 52 and 53, whichcauses the release of the weight 101, that closes the throttle valve,sets the brake and stops the engine. V r

" This high speed "trip is very desirable where thedistance is limitedbetween the cage and the sheave when the cage is at the upper landing.The same'high speed tripping mechanlsm maybe used for the bottom if itis desired,

by attaching'a cam to the disk for the bottom landing similar to the cam58. r

The variable speed mechanism for the brake system, shown in Fig. 3, is(adapted for all engines of high-speed, where it is dangerous: to applythe brakes suddenly when the engine is running at its highest speed.When the hoistis running and cage or skip is travelingfbetween thepolnts stop 81 is in this position, the tripping of theweight'101 forcesthe projection 82 of the lever 82 down'upon the top of the stop 81,

in which position the loop 89 pulls thebrake engine valve lever downwardsufficiently to apply brake gradually, so as to avoid shock or jar tothe engine, or to men on cage in the shaft. When the cage isnearing theend "of trip, where the slowing down process begins, the cams 77 are soadjusted thatithe roller} 78'yconies incontactwith the cam,

which forces the roller downward, which 'inturnswings the stop 81 backso that in l case theengine is not stopped at the proper place formaking the landing and the con- V trolling mechanism is brought intorequisk tion, the weight 101 is tripped and the lever 82is forced downuntil the projection 82 rests at the bottom of notches 81 which opensbrake valve to its widest angle, by means; of the loop 89 pulling downthe lever 91, which causes the brake to be ap c plied "at itsquickestspeed, stopping theengine in the shortest possible time. Thus itwill be seen that in direct inverted ratio to the slowing down of the,hoist is the movement of the mechanism for :increasing the 1 speedof'the brakes, making it impossible to apply brakes suddenly when engineis run 'ning at high speed, and as the speed of hoist is reduced thestop 81 is gradually swung backso that'in case the engine is not sloweddown within the limits of safety, the weight 101 is tripped-by theclosing of the circuits between contacts 51, 52 and 53, which causes thelever projection 82 to drop onthe notches 81, which produces variablespeed in the applicationof brake in proportion to,

the drop of the lever 82.

Asupplementary device is shown in Fig.

8, which represents a dead-line trip forat v taching to the head frame,directly underneath the sheave. This appliance is desirable in caseswhere there is great variation in the winding of rope on drum ofhoisting engine on account of great depth of shaft,

wherein there is a difference of several feet in the position'of cage,with relation to the mark on drum, or'indicator, in the Winding, of ropewith .a heavyload and winding; w1thout load, and where the distancebetween the cage, and the sheave is very limited when the cage is at itslanding onlthe top,-

This appliance is rigidly attached to'the head frame so that in case thecage or skip travels too close to the sheave for safety when windingwithout load to a mark on drum, the safety dogs 110, with which allcages are supposed to be equipped, strikes the projecting lever 111,which by means of bell crank 111 and connecting rod 114, pulls down onthe bar 117 and closes circuit be" 'tween the contacts 119 and 120, andby means of the wires 121 and 122, which are 1 connected to the battery68 and coil 69, shuts off the power and applies brake, as previouslyexplained, which instantly stops enine. Y When the controlling mechanismhas performed its function in stopping the engine, the weight 101, inFig. 7, is raised and latched, as before, when'it is again ready foraction. 7 V

- Having thus described my invention, I claim as new and desire tosecure Patent:

1. A device of the class described includbrake mechanism, a contactmovable by the by Letters 'ing a governor, a throttle mechanism, a

governor, a movable element, driving means for the governor and the"element, a second contact operated by the said element, and

' electrical means controlled by the contacts for controlling thethrottle and brake mechanisms when the speed of the governor exceedsacertain point and when the said element overtravels.

2. A device of the class described including a' governor, a throttlemechanism, a

nisms when the speed of the governor ex ceeds a certain point and whenthe saidelement overtravels, a contact intermediate the first-mentionedcontacts and movable with one of the same to engage the other contact,and an electrical signal device energized a when the intermediatecontact engages its companion contact.

3. In an apparatus of the class described, the combination of an engine,a throttle mechanism for the engine, a governor driven thereby, anelementalso driven by the engine, and separately actuated contacts 1being actuated by the governor and the other by the said element forcontrolling the throttle mechanism.

4:. In an apparatus of the class described, the combination of anengine, a throttle mechanism for the engine, a governor driven thereby,an element also driven by the engine, electrical means actuated by thegovernor or by the said element for controlling the throttle mechanism,and electrical means controlled by the governor or said element forsounding a signal before the first-mentioned electrical means becomesoperative.

5. Thecombination of a prime mover, a controller therefor, a governordriven by the prime mover, an element movable by the prime mover,relatively movable contacts controlled by the governor, electrical meansenergized when the contacts reach closedcircuit position for operatingthe controller to stop the prime mover, and separate adjustable memberson the said element for op-' erating the movable contact when theelement reaches the limit of its movement in either direction.

6. In an apparatus of the class described, the combination of a primemover, stop means therefor, a governor driven by the prime mover, anelement driven by the prime mover in either direction, a lever moved bythe element and whose movement is controlled by the governor, contactsactuated by the lever, and electrical means for operating the stop meanswhenthe contacts engage;

7. In an apparatus of the class described,

the combination of a prime mover, stop means therefor, a governor drivenby the prime mover, an element driven by the prime mover in eitherdirection, a lever moved by the element and whose movement is controlledby the governor, contacts actuated by the levers, electrical means foroperating the stop means when the contacts engage, a third contactarranged between the firstmentioned contacts and mounted on the saidlever and normally insulated from the contact thereof, and a signalcircuit controlled by the engagement of the third contact With one ofthe other contacts, whereby a signal will be given before the stop meansis operated.

8. The combination of a prime mover, stop means therefor, a rotaryelement movable in opposite directions by the prime mover, adjustablecams thereon, a movable member operated by either cam, contacts engagedand disengaged by the movement of the member, and electrical meanscontrolled by the contacts for operating the stop means.

9. The combination of a prime mover, stop means therefor, a rotaryelement movable in opposite directions by the prime mover, adjustablecams thereon, a movable member operated by either cam, contacts engagedand disengaged by the movement of the member, a second member, contactson the members, a governor operatively connected with the second memberand driven by the prime mover, said members being normally separatedfrom each other, electrical contacts on the members, and electricalmeans energized by the contacts engaging to operate the stop means.

10. The combination of a cage-hoisting prime mover, a stop meanstherefor, a circuit make and break device including a movable member,electrical means controlled by the device for operating the stop means,an element movable with the prime mover, devices on the element foroperating the make and break device at the end of the cage travel ineither direction, and means for operating the make and break device incase of over-speeding of the cage.

11. The combination of a cage-hoisting prime mover, a stop meanstherefor, an electrical means for operating the stop means, a governorconnected with the prime mover, an element rotatable in either directionby the prime mover, a weighted lever connected with the governor, an armconnected with the lever, a second arm, contacts on the arms forcontrolling the circuit ofthe electrical means, and means on the saidelement for actuating the last-mentioned arm.

"12. The combination of a cage-hoisting prime mover, stop means thereforincluding a brake and throttle device, an electrical means for operatingthe stop means, a governor including a rotatable member, a second memberengaged with and reciprocatedby V cam, a second element operatingsimultane= Ously with the cage, and means actuated by the first member,a lever. connected with the' second member,.and a make and break deviceactuated by the lever for controlling the electrical means. i r

l8. The combination of a cage-hoisting prime mover, stop means'therefor,a governor,-a make and break devicehaving rela tively movable contacts,means for moving,

' oneof the contacts'bythe governor, an elec trical means controlled'bythe make and break device for operating the stop means, an elementmovable with the cage, a camicar-v ried by the element, a lever actuatedby the the lever for jactuation by the second element to :operate rtheother contact of the make and break device than the one con-v nectedwiththe governor. V r '14:" Thelcombination of a v cage-hoisting primemover an electrically operated stop means'therefor,-a make and breakdevice for controlling the stop means, an element movablesiinultaneouslyxwith the cage, a camon 15;. The combination of a cagehoisting prime rmover; electrically operated stop means therefor, a"governor, a make and break device for the stopmeans and operated byseparate agencies, one agency including a governor and the other'agencycomprising thefollowing: an element movable simulta neously with thecage, a cam on the element,

a second element movable with the cage, a

cam' thereon, andmeans moved by the first cam into the path of thesecond camand connected. I Withthe "make and 7, break. device foractuating the;same.

" .16. The :combinatlon of a cage hoisting, prime mover, electricallyoperated stop.

'means therefor, a governor, a make f and break devlce for the-stopmeans and oper-l ated by separate agencies,one agencyincludmg a governorand the other agency comprising vtherfollowing: an element movablesimultaneously with the cage,a cam on the element, afisecond, elementmovable with the cage, a cam; thereonya lever actuatedby the .firstearn, a second-levermounted on the first lever and 7 moved thereby into;the path of the second cam, spring means'fbetweenthfe levers :forjholding i the second: lever yieldingly in a predetermined-position, andacon- IlGOtlOIi between the second lever {and the 'makekand break"device for operating .the

latter. U r

7 ,,;.17.1 h,.amtaaiaea a'ge-hoi sti ng' aweare 1 were e v e h e aw re-ega e e t engine, a throttle therefor,abrakefand an automatic mechanismfor operating the brake and throttle, said mechanism comprismally'holding the same in running position,

electrical means for releasing I, the. device,-:

ing a Weighted element,- a devicefornor-- travel of the cageto;operate-. the electrical means, and means controlling the operationof the brake by the weighted element ,to act t gradually or suddenly.

18'. Thecombination of a"cage hoisting prime mover, a brake, a weightedelement 75. r 1 iv tending to operate the brake, an arm movable with theelement, an adjustable stoplforengagement by the arm :forcontrolling.thel gradual'or" sudden operation of the brake,: said brake including alever, ;a'membercon-. nected withthe. arm, a slot and pin "connec I'tion between the member and brake lever,;apivoted device onthe loopofthemember to:

engage the pin, and a rod connected'with the device and yieldinglyconnected with Jthej 19. The combination of a @cage-hoistingH j' L primemover, a brake, a weighted element tending to operate thebrake, an-armmov-i able with, the element, an adjustable stopfor,

engagement by the arm for controlling the nected with the'weightedelemen't,f-the first-. mentioned arm being *niovably" connected with thesaid :weighted'relement, saidrod ,being connectedwith. the.Efirst-mentioned c armthrjoughcthe l eecond mentioned arm, cushioning.means'betweenithe-armsg and 1 an a adjustablel memberi on'the-s'econdarm for: engaging the first-mentioned arm; 1

.c 20. an apparatusloftheclass described; the combinationrof a weightedelement, a

V shaft ;to which the; element is connected, 7 a

throttle mechanism connected with the shaft,

1 1d if -a device forholdingtheielement raised-,Zelectrically operatedmeans-for relea'sing the de-.

vice to permit the .elementto drop, fixed and .1; loose armson-theshaft, members on the fixed arm to engage and move the loose arm,

spring means between the arms, a rod eon- 'nected with the loose arm andhavinga loop, 7

a'brakescontrolling lever having a pin engaging inthe loop,:a pivoted;member on the loop, a rod connected with themember and yieldinglyconnected with the loose arm, and

means for-varying the movementof the'looise arm-under. the action-"ofthe weightedele= ment to variably operate the brake-control linglevem 1a: WILLIAM JAMES wasmngeer. er"

